Carburetor



Oct. 22, 1946. s; F. CZERNER CARBURETOR' Filed 'July 31," 1944 l l gramm A #Seyer/)721' Czar/7er;

@towns Patented Oct. 22, 1946 UNITED STATES PATENT OFFICE CARBURETOR Severin F; Czerner, Kings Mill, Tex.

1 Application July 31, 1944, Serial No. 547,354`

1 Claim. (Cl. 261-34) My invention relates to an improved internal combustion engine carburetor in which the usual float chamber and its float, the usual choke valve, and the usual separate fuel pump are eliminated, the primary object of the invention being to provide the advantages of a carburetor which simpliles and reduces the cost, bulk, and service expenseyof internal combustion engine fuel systems while improving the performance thereof.

Other advantages as features of the invention will appear in the following description and the appended drawing, wherein for illustration, a preferred embodiment is shown.

In the drawing- Figure 1 is a transverse section through the carburetor;

Figure 2 is a top plan View; l

Figure 3 is an enlarged fragmentary horizontal section taken through the fuel pump;

Figure 4 is an enlarged fragmentary section taken through Figure 1 on the line 44.`

Referring in detail to the drawing, the carburetor 5 comprises a single vertical tube 6 anged at 1 for bolting to the flange 8 of the engine intake manifold 9. The tube is belled at l and returned to normal diameter at Il, from which point it is upwardly flared at I 2.

A bracket I3 anchors one end of the throttle return spring I4 which is secured to the throttle operating rod l which has a pivoted link I6 pivoted in turn to the middle of a yoke l1 which has an off-center pivotal connection I8 with an arm i9 fastened to the shaft 20 which passes through the tube 5 below the belled portion l0, and has mounted thereon the throttle valve 2l which shuts off the interior of the tube as shown in Figure 1 when the throttle rod is in initial or relaxed position. The yoke Il has end portions pivoted to stub shafts mounted in lugs 22 and 23 at dilferent levels on opposite sides of the tube 6 and terminating in fingers arranged to operatively engage hook portions 24 and 25 on elements of the mixture control wedge structure and the accelerator pump structure.

Referring to the fuel pump feature of the carburetor, this comprises a at horizontal substantially keyhole shaped casing including the tubular neck 26 secured to the tube 6 at the level of the restriction Il and leading into the rotor casing 2l, which gains its support from the neck and from the upper and lower horizontal ducts 28 and 29 which extend through the opposite side of the tube 6.

A rotor eccentricity adjusting rod 30 having a knurled knob 3l on its outer end and a threaded inner end rotates and slides in the bore of the neck 25, with an adjusting wedge 32 slotted on the rod between a sleeve 33 and the neck terminal 34. `An enlarged bore 35 in the neck slidably accommodates the internally threaded stud 36 of the pump guide ring 3l, with the rod 3i? threaded therein and an expanding spring 38 circumposed on the rod between the stud 36 and the end of the enlarged neck bore 35.

The guide ring 3l is circular so as to be spaced at diametrically opposite sides of the somewhat elliptical rotor chamber 39 in the casing 31 in line with the stud 36. Within the guide ring is spaced the annular rotor 40 which is slotted to hold the slidable vanes 4| having their outer ends working against the'inner periphery of the guide ring and their inner ends working against a floating centerpiece 42. The top wall 43 of the casing 2l has an eccentric arcuate discharge port 44 (see Figure 4) and its bottom wall 45 has a like intake'vport 43'at the opposite side of the casing.

The fan 49 located below the nozzle 54 tends to better the fuel and air mixture.

The lower side of the annular rotor 40 includes a web 41 from which the rotor shaft 48 depends through the lower duct structure and mounts the air fan 49 on its lower end in the belled portion lll of the tube B, the fan being concentrically surrounded by a suitably supported oval cross section ring 5D which is concentrically spaced from the wall of the belled portion l0.

An upwardly flaring hollow element 5l reaches from the fan to a point above the bottom of the casing 21 as indicated in Figure 4 and is there internally threaded to receive the threaded flange 52 depending from the bullet-nose shaped hollow main nozzle 53 on which the casing top 43 is formed, and which has at its apex the jet opening 54 located above the tube restriction Il.

The upper duct 28 leads from the main nozzle above the casing top 43 to a point outside the tube 6 where it merges into the top of the accelerator pump housing 55 which is conveniently formed integral with the side of the belled portion of the tube. The accelerator pump piston 56 is worked in the housing 55 against the resistance of a spring El' by a rod 5B which passes through the bottom of the housing where it has the hook 25 to be operatively engaged by the corresponding finger on the throttle valve yoke mechanism.

A starting tube 59 is formed on the housing 55 and leads downwardly from a point just above the low position of the piston 56, through the side of the tube 6 whereit is provided with a 3 starting nozzle 60 located beneath the throttle valve 2 I.

The lower duct 29 leads from the fuel supply line 6 I, crosses the tube 6 under the pump casing where it communicates with the intake port 46, and thence passes across the tube 6 to the outside thereof where the duct has an upturned portion 62 terminating in an opening communicating with the accelerator pump housing at its upper end and provided with a ball check 63 which closes the duct 29 when the piston 56 rises as the accelerator pump is put into action from the initial position shown in Figure 1. The outer end of the duct 28 also communicates with the top of the accelerator pump housing by means of a contracted orice containing a ball check B4 which normally closes the orifice, which opens only under accelerator pump pressure and is kept closed by fuel pump pressure.

The rotor eccentricity adjusting wedge operating rod 65 is arranged to be drawn downwardly by engagement of the corresponding yoke finger with its hook 24 as the throttle valve 2| is opened by operating the throttle rod I5 toward the right, whereby the rotor guide ring 31 and hence fuel pump, the rotor assembly are shifted toward the right within the pump casing from an initial low output position to one of several higher output positions.

When cold, the engine is started with the throttle valve 2| in the closed position. The manifold suction at the starting nozzle 6l] draws liquid fuel into the lower duct 29 direct from the fuel tank so as to prime both the fuel pump and the accelerator pump and provides a rich starting fluid mixture for the engines.

When the engine starts the resultant increased suction partly opens the unbalanced throttle valve 2l, and accompanying rise of the accelerator pump piston 56 shuts off the fuel supply to the starting nozzle 60 by closing the upper end of the passage 59. The fuel pump then forces fuel to the main nozzle jet 54 in proportion to the amount of air drawn downwardly through carburetor tube 6. The wedge 32 increases the eccentricity of the fuel pump rotor so as to enrich the fuel and air mixture, as the throttle is operated toward wide open position.

What is claimed is:

An accelerator pump for carburetors of a type including a tubular body having a throttle valve therein and also having a fuel pump provided with a discharge nozzle and a fuel supply line for the fuel pump, a pump cylinder carried exteriorly of said body, a vertically movable piston within said cylinder, said fuel supply line opening into said cylinder above said piston, a fuel supply connection extending laterally from said nozzle to the outer side of said body and opening into said cylinder above said piston, a normally open check valve in the cylinder connected end of said fuel supply line and adapted to close during upward movement of said piston, a normally closed check valve in the cylinder connected end of said fuel supply connection and adapted to open during the upward movement of said piston, a priming fuel supply connection extending from said cylinder above said piston and opening into said body at a point between said throttle valve and the manifold connected end of said body, said priming fuel supply connection being in open communication with said cylinder when said piston is normally disposed,v said throttle valve being adapted to have a limited opening movement when subjected to the initial suction from within the manifold, and connecting means between said throttle valve and said piston for actuating the latter to close the priming fuel supply connection when the'limit of the initial opening movement of the throttle valve is reached.

SEVERIN F. CZERNER. 

